Helicopter with laterally disposed lift rotors



May 20, 1947.

W. RASCHKE HELICOPTER WITH LATERALLY DISPOSED LIFT ROTORS Filed Dec. 3, 1945 9 sheets sheet l W7LL/AM L. Basel/k5 INVENTOR.

May 20, 1947. 2,420,796

HELICOPTER WITH LATERALLY pIsPosED LIFT .ROTORS- w. RASCHKE Filed Dec. 3, 1945 9 Sheets-Sheet 2 WILLIAM L. PASCHKE 1N VEN TOR. BY W M y 0, 1947. w. 1.. RASCHKE 2,420,796

HELICOPTER WITH LATERALLY DISPOSED LIFT ROTORS Filed Dec. 3, 1945 9 Sheets S heet 3 May 20, 1947. w. L. RAscHKE 2,420,796

HELICOPTER WITH LATERALLY DISPOSED LIFT RQTORS Filed Dec. 3, 1945 9 Sheets-Sheet 4 mLL/AM L. Bast/1K5 May 20, 1947. w, R E 2,420,796

HELICOPTER WITH LATERAL-LY DISPOSED LIFT ROTORS Filed D80- 3, 1945 9 ShBQtS-SIIBBt 5 y 1947- w. RASCHKE 2,420,796

HELIIGOPTER WITH LATERALLY DISPOSED LIFT ROTORS Filed Dec. 3, 1945 9 Sheets-Sheet 6 mLL/AM L v fist/1K5 IN V EN TOR.

May 20, w R SC 2,420,796

HELICOPTER WITH LATE-RALLY DISPOSED LIFT ROTOR Filed Dec. 3, 1945 9 Sheets-Sheet 7 1404 MM L. BQSt'l-IKE INVEN TOR.

y 1947. w. L. RASCHKE HELICOPTER WITH LATERALLY DISPOSED LIFT ROTQRS 9 Sheets-Sheet 8 Filed Dec. 5, 1945 mLL/AML.fi$C//K INVENTOR.

May 20, 1947. w. L. RASCHKE HELICOPTER WITH LATERALLY DISPOSED LIFT ROTORS 9 Sheets-Sheet 9 Filed Dec. 3, 1945 T mm L W v. B

Patented May 20, 1947 HELICOPTER WITH LATERALLY DISPOSED LIFT ROTORS William L. Baschke, Fort Worth, Tex.

Application December 3, 1945, Serial No. 632,395

. Claims.

and one which corresponds with conventional controls in airplanes.

Another object of the invention is to provide, in addition to the foregoing object, a control for helicopters and the like which has feel similar to control reactions or stick forces in airplanev controls.

A particular object of the invention is to provide a control system for helicopters and thelike which eliminates constant effort on the part of the operator by means of automatic stabilizing mechanism.

Another object of the invention is to provide a helicopter and control system therefor which is more efficient, both aerodynamically and mechanically, than others now in use.

A further object is to provide a control and rotor construction for adaption to a helicopter body or fuselage capable of being converted and used as a road vehicle.

These and other objects will become apparent from the following description of the accompanying drawings, wherein:

Figure l is a plan View of a twin rotor helicopter embodying the present invention, and showing the forward and aft hinged movement of the rotor supporting booms in dotted lines.

Figure 2 is a front elevational View of the helicopter shown in Figure 1.

Figure 3 is a side elevational view of the helicopter shown in Figure 1 and illustrating, by means of dotted lines, the tilted positions of the rotor blades as required during the control and flight of the helicopter. V

Figure 4 is a wiring diagram of the electrically operated control system,

Figure 5 is a plan view of the rotor supporting arms or booms and showing the engine for driving the rotors in its relative position, together with the mechanism for hingedly moving the said arms or booms forward and aft.

Figure 6 is a broken plan view of the hub of one of the rotors, together with the supporting elements at the outer end of one of the booms, and particularly showing the arrangement for hingedly supporting the rotor blades, as well as means for tilting the plane of the rotor Figure 7 is broken side elevational view of the mechanism shown in Figure 6, and additionally showing the provision for changing the pitch of the rotor blades.

Figure 8 is a sectional view taken on lines 8--8 of Figure 6 and showing a linear actuator mounted on one of the rotor supporting booms for changing the tilt of the supported rotor.

Figure 9 isan elevational and sectional view of the dampened pendulum and switch unit employed in the invention for maintaining lateral stability.

Figure 10 is a sectional view of the pendulum taken on lines l!ll ll of Figure 9.

Figure 11 is an elevational view, shown in partial section, of the gyroscope and associated mechanism for maintaining longitudinal balance, as well as manual means for controlling and varying the nose up or down position.

Figure 12 is a plan and broken sectional view of the form of gyroscope unit illustrated in Figure 11.

Figure 13 is an end view of the gyroscope unit shown in Figures 11 and 12,

Figure 14 is a plan View, partially shown in broken section, of a control column employed in the described form of the invention.

Figure 15 is a side elevational view of Figure 14.

Figure 16 is an elevational and broken sectional view of the control arms and handles which form a part of the control mechanism shown in Fig: ures 14 and 15.

Figure 1'7 is a lateral sectional view taken on lines l'I-|l of Figure 16 and showing the switch and rheostat arrangement for simultaneously controlling the tilt of the rotors on the one hand, and simultaneous pitch control on the other hand.

Figure 18 is a sectional View taken on lines 18-48 of Figure 17 and showing the switch and rheostat arrangement for inversely controlling the tilt of the rotors, and V Figure 19 is perspective view of one of the rotor hinges.

The form of the invention shown is embodied in a helicopter having a fuselage or body I, including wheels 2 and other mechanism (not shown) for converting the helicopter into a road vehicle, twin rotor assemblies 3, one on either side of the said fuselage, and booms 4 for supporting the said rotor assemblies.

Within the fuselage I, there is a mounted engine 5 for turning the rotors 3 in opposite directions. The rotor 3 on the right hand, looking down and forward, is driven counterclockwise, whereas the other rotor is driven clockwise. The

rotor rotation is accomplished by means of a flywheel 6 driven by the engine 5 which, in turn, is connected with a verticalshaft 1 operatively connected with the flywheel shaft 8 by means of a lower beveled gear unit 9. The upper end of the vertical shaft 1 is similarly provided with a beveled gear unit Hi, the shaft ll of which is connected with a freewheeling unit H. The latter is connected, by means of a flexible coupling l3, with a gear box l4. Opposing shafts l5 ex- 0 tend laterally from the gear bore 14, and both rotate in the same direction for ultimately turning the rotors 3 in opposite directions.

The booms 4 are hinged to the fuselage l, above and below the ends of theopposing shafts 15. Universal joints 16. are secured: to the endsv of the last named shafts [5 for connection with other shafts I! rotatably mounted within the said booms 4. Fixed and inwardly extending. levers l8 are attached to the booms 4 and are pivotally secured to the ends of separate cranks l9 which are pivoted to each other at their remaining ends. The last referred to pivot is connected with one end of a linear actuator 29; hereinafter referred to as the balance actuatonwhich is, in turn, secured to the fuselage structure 2|.

Theends of the shafts I! extend beyond the ends of. the booms 4 where they rotatably pass through rotor supporting housings 22. Where they rigidly support beveled gears 23. The housings 22 retain bearings-24 in which the shafts l! rctate. The outer ends of the housings 221 have integral 0 shaped bearing supports 25 for retaining upper and lower bearings 26 and 2?, respectively. A torquetube 28 is journaled in the upper and lower bearings 26 and 2 1, and which tube 29 supports another beveled gear 29.

A triangular plate 39, indicated by dotted lines in Figure 6, is secured to the upper end of the torque tube 28, and which plate is rotated by meansof the first referred to beveled gear 23, meshing with the second referred to gear 29. It is to be understood that the rotor mechanism is identical for each of. the rotors3 with the exception of certain blade pitch actuators, to be de-, scribed, which are oppositely arranged. on the separate. said rotor assemblies.

Continuingthe description of one of the rotors 3, there is a reversible rotor driven linear actuator 3| mounted, by means of a bracket 32, on the under side of. the bearing support 25, which actuator. vertically moves arod 33 up and down through. the. torque tube 28. A disk or other plate 34 is welded or otherwise secured to the upper end of the.rod.33, and has laterally extending stub shafts 35 upon which links 36 are journaled. The links 36 are previously referred to as. the. parts oppositely arranged. in the separate rotors 3; The links 36 are retained, against centrifugal force by nuts 31, or other. retaining means, secured to the ends of the stub shafts 35.

Along each side of the triangular plate 30, there is a blade hinge 38, as shown in detail in Figure- 19, having pairs of'ears 39 at one. end for. engageingopposite sides of the said triangular plate at one angle thereof, and spaced ears 40 at its opposite end for' engaging the closer spaced ears 39 of an adjacent identical hinge. Removable pins 4! extend'through the assembled ears 39 and 49, and through the plate 39. By removing certain of the pins 4!, and the balance actuator 29 the rotor assemblies 3, and the said booms may be positioned parallel'with the fuselage when using the helicopter as a road vehicle. Other integral ears 42- extend laterally from each end of the hinge element 38, and at right angles and on the opposite side'of the hinge with respect to the ears 59 and 49 for horizontally supporting the lateral ends 4% of outwardly extending blade supporting shafts-44; The referred to'ears and the lateral ends 43 are secured-in hinged relation by means of a pin 45-passing'therethrough.

Rotor blades 46' are journaled on the ends of the blade supporting shafts 44, and are secured against centrifugal force by any suitable. means, such as:thepins:41 in the blade. supportingshafts 4 44 and the pin receiving slots 48 near the inner ends of the'blades 46. a

The plane of each rotor 3 is capable of limited. rotation or tilting about the rotor driving shafts I! by means of a linear actuator 49 hingedly secured to a stub shaft 59 which, in turn, is secured to a bracket 5| mounted on the end of each boom 4.

Each referred to housing 22 at the end of each boom 4, is provided with pairs of ears 52 to pivotally engage the extending ends 53 of the linear actuators 49.

Referring now to Figures 9 and 10, a dampened pendulum switch assembly 54 is hinged for lateral movement with respect to the length of the fuselage I and is supported in the fuselage by means of a-pin 55. The exemplary form of pendulum shown includes a depending supporting member 56 having an integral cap 5'! near the lower end thereof for threadedly engaging a cylinder 58 havinga closed lower end. The pendulum arm 59, which is pivoted on the supporting pin 55, is provided with a weight 69 below the said supporting pin. Within the cylinder 58 there is a piston 6| having an upwardly extending piston rod 62 which slidably passes through the diametric center of the cap 51, where it is pivotally attached to the lowermost end of the pendulum arm 59 by means of a link 63. The pendulum supporting member 56, the cap 51, and cylinder 58', are preferably of nonconducting material so as to prevent shortcircuiting of the wiring to be described.

Supported by the pendulum arm 59, and positioned above the weight 69, there is a switch support 64 which engages a switch bar 65 extending beyond either side thereof. Opposite the end of the bar 65 there are other supports 66 of nonconducting material for engaging and supporting pairsof contacts 61. The arrangement shown is designed to close one or the other of separate circuits for inversely varying the pitch of the rotors 3, in a manner to be described.

An adjusting arm 68 may be pivotally attached, by means of a pin 69, to the depending supporting member 56 for adjusting and correcting the pendulums zero position. The arm 68 may be adjusted by any suitable means, such as a manuall operated turnbuckle (not shown) secured to the fuselage I.

A solenoid 19 is provided around the nonconducting cylinder 58 for electrically returning the piston 6| to its zero position.

Reference is now made to Figures 11, 12 and 13 which illustrate a gyroscope limit p p of which is to provide automatic longitudinal balance and manual control for raising and lowering the fuselage I nose in flight. The gyroscope H includes a normally horizontal ring 12, having opposing trunnions l3 and T4 forward and aft, respectively. Both trunnions l3 and 14 are supported by bearings 15 and 16, as shown in Figure 15, mounted in the fuselage structure.

The. gyroscope arrangement thus far described is positioned for relative axial rotation parallel with the fuselage I length. At right angles to the-trunnions 13 and '14 there are inwardly projecting bearings Tl integral with the ring 12. Pins 18: extend through the bearings 11 where they respectively and rotatably support thebearings 19 of a normally vertical ring 89, and the bearings 8| of a depending C shaped cradle 82. It will be noted that the lower portion of the vertical ring 89 is enlarged to accommodate the cradle 82.

egeeiogcee I A- gyroscope.v 8311s mounted: upon a vertically disposed shaft 84-, the ends of which shaft are journaled in bearings 85 in the vertically disposed ring. 80: high. speed" electric motorBG is connected with the lower end of the vertical shaft 84 and is supported by the: lower shaft bearing 85. It will be noted that a relatively large openingBzI? is provided in the bOttomof the cradle 82 to accommodate thegyroscopeshait- 84. The upper bearingflfi is enlarged to counter-balance the weight of the motor 86:

Anonconducting block 88' is mountedupon the horizontal portionof the cradle 82 and tothe side of the: shaft 84 where it supports spaced arcuate: electrical contacts 89. Oppositethecon. tactsi 8.9: and supportedtby anonconductor block 90: journaled. in. a recessed portion. of the shaft 84 therezis a relatively broad spring a'ctuatedco-ntact buttonQJ for slidably engaging either of the? said contacts 89'; As willbeseenl in the description of operation, the separate contacts 89: are for. shifting. the booms forward and aft to maintain longitudinal stability or balance. When the nose of the fuselage I is to be maintained. in a position other than'horizontaLthecradle 82 may be'moved forward or aft bymeans of a pivotally connected T shaped arm 92. The latter, inturn, is pivoted to aslide- 9'3? mounted on the forward gyroscope trunnion I 3. The slide 93 is provided with an annular integral flange 94 which isen gaged-by aswivelconnection 95 forlinkage with a steering column assembly, shown in Figures 14 and 1-5.

The steering column 95 includesa tubular hou sing 96 secured to the fuselage structure II by means of "brackets ill havingset screws Q'B therein for securin the said tubular members in place. Bearingsiit in each end of the housing 96 slidably' eng-age a steering rod Iilil through theirdiametric centers. The rod I El'ilis securedagainst rotation by means of a lateral pin I GI positioned therethrough and engaging longitudinalslots in opposing sidesofthe housing 95': The rod" l-fi'il is nor-- m'ally maintained in itsneutral position by ahelicalspring- Ill3- positioned therearou-nda One end of the spring lflfl is engaged in the rod I00, whereasthe other end. extends through the wall of the housing fifidwhere. it is-secured by a nut PM.

Within the housing 96 and journaled on the rod Ifli], there is a depending arm I which extendsoutwardly and below the said housing through a slot I66 formed in the latter. The arm I95 is connected by a' link'lfil' to the previously referredlto-swivel 94: It is by means-of the latter that the cradle 82 of the gyroscope H is manually positioned for assuming attitudes other than horizontal;

At one end of the rod we there is a steering wheelassembly Hill, the particulars of which are shown in Figures 16 11 and" 18. The steering wheel assembly I68 includes a bell shaped housing IE9 rotatably mounted on the rod I00 and secured thereon by means of a nut I I9 within the said housing and threaded on the'said rod. A coil spring I I I is secured to the end of the bell shaped housing I89 and to the rod Hill for normally maintaining the neutral position of the steering wheel H18. As shown in the drawings, the end of the bell housing H39 may be covered with a plate H2 and secured in place by screws I I3.

Longitudinally positioned with respect to the control rod IM, there is a nonconductor disk H4 within the bell housing H19 having pairs of rheostats II5 on each face thereof. As particularly shown in Figure 17, the rheostats, by reason of 6:1 breaks: at their centers formv switches. for." spring; actuated contacts H fiwhich are laterally mountedon'transversecarmsr I I] which, in turmeric secured to: the inner ends of! handle. actuatedi rods 8-:

As shown in Figure 16, the bell housing IE9. is:

end'securedtoitssassociatedmod and another end passing through= its tubular; arm: :9;

Depending; handles I 22 are :securedto theouter: ends of the" rods IFIfl' and aresecured by means of pins: E23" passing :therethrough;

Anotherrset of rheostats I25 are positioned in the face of. a" nonco'nductor-disk. I25; secured. to the. first referred to -stee-ringtrod I60; as: particularly' shown. in.- Figure 17;. Spring actuated con"- tacts" I%26;are mounted: orrlateraliarms I2 secured to the; hub ofithelhousing" I 9.9? f orislidably contacting the: said". rheostatsr The? rheostats: I24 are similaritdthe previously referred to-rheostatss H5 in that they:havedivisions therebetween so as to break" contact" in neutral position; and thus. function" as switches.

Reference is now made" to: Figure 4Lwherein the 1 wiring diagram-10f the parts heretoiorerdescribeds is illustrated: A. source of direct current, such as abattery I123. is provided-for: supplying the linear:

actuators 2.0,. 31 and. 49-; as :well as the: solenoid 1.0.

and gyroscope motor 86*. A generator: I2 9? isconnectediinzparallel withithewbattery I28; and which generator is directlydriven by the engin'erfiz AC voltage" regulator I29: maybe connected in parallel with the battery I28: After passing through a master switch I34 the positiveterminal of the battery I 28-'is connected with the fields of the various actuators 20.; 3! and 49, as well as with the central contacts 91' and fifi of the gyroscope and pendulum, respectively; The negative terminal of the battery I28is connectedwith the armatures of theaotuators flg 3-1; an'dT49i In carrying out: the above, thesource-of power I28 is connected with the master pitch. control switch I I159, the. master tilt. control. switch. HM, and. with. the inverse tilt. switch t2 41. It willi be" noted in-the latter that the connections aremade with alternate fields of: the linear actuators 48.. so as to-inversely tilt the planes of. the rotors 3. Similarly, the contacts 6.6 of. the: pendulum 54: are connected with alternatefields of. the. pitch a'ctuatorsifiit for inversely and I automatically varying the pitch of the rotor blades 46.

Preferably, the R. P. M, of the engine 5 is maintained at a constant speed by anysuitable means (not shown) such-e512; governor or electroniczregulator; tosmaintain a constant delivered power at the: rotors 3i To. ascend vertically, the. driven rotorsx 3'; are maintained in a. substantially horizontal plane; By'tilting-the rotors (l'forward a horizontal component of lift is created which not only maintains the helicopter in the air but also provides thrust for forward speed.

To turn either left or right, the steering wheel I08 is turned in a corresponding direction, thus closing the switches ll5t, which, in turn, tilts the rotors 3, thus tending to rotate the fuselage I about its vertical axis. The pitch of the rotors may be simultaneously increased or decreased by partially. rotating one of the handles I22, thus closing the pitch control switch 5p within the bell housing I09. The reference numerals St and, II 5p represent the separate sides of the previously referred to rheostats and switch arrangement H5. Similarly, the rotors 3 may be simultaneously tilted forward or aft by rotating the other handle I22 and closing the associated switch ll5t.

By pushing the steering wheel I08 forward, the cradle 82 of the gyroscope H is correspondingly moved to close one of the contacts 89 which connects with the balance actuator 20, to move the booms 4 aft. The last referred to operation has the effect of moving the center of lift rearwardly, thus causing the nose of the fuselage l, as well as the planes of the rotors 3, to assume a downwardly, inclined position. Conversely when pulling the steering wheel I 08 toward the operator the contacts are reversed, causing the balance actuator to move in the opposite direction, and move the booms 4 forward. With the center of lift in the forward position the nose and other parts of the craft are correspondingly raised.

Since the axis of the gyroscope 83 remains in a vertical position, the selected neutral position of the cradle supported contacts 89 are normally open. Any shift in the center of gravity tending to vary the selected longitudinal attitude of the helicopter is corrected by the relative movement of the gyroscope contacts 9|, and 89, thus closing the circuit required to move the booms 4 in the direction required to make the correction.

Similarly, lateral stability is maintained by the pendulum 54. Should the craft tend to bank, the contacts 65 of the pendulum 54 closes corresponding contacts 61 to inversely vary the pitch of the rotors 3, thus returning the lateral shift of the craft to its horizontal position.

By reason of the described rheostats H5 and I24, and the described springs I03, II I and I'll, together with the described arrangement of controls, the controls of a conventional aircraft are simulated to impart both feel and corresponding reaction to the helicopter.

What is claimed is:

1. A helicopter comprising a fuselage, laterally disposed rotor supporting elements mounted on said fuselage and arranged symmetrically with respect to the fore-and-aft axis of said fuselage, a bladed lifting rotor unit supported on each of said elements, each of said units including a hub, means for displacing in a generally fore-and-aft direction said rotor supporting elements with respect to said fuselage, means operable independently of said last-named means for tilting aid hubs with relation to their associated supporting elements, and means for cyclically varying the blade pitch of said rotor units.

2. A helicopter comprising a fuselage, laterally disposed rotor supporting elements mounted on said fuselage and arranged symmetrically with respect to the fore-and-aft axis of said fuselage, a bladed lifting rotor unit supported on each of said elements, each of said units including a hub, means for displacing in a generally fore-and-aft direction said rotor supporting ele ments with respect to said fuselage, means cperably independently of said last-named means for inversely tilting said hubs with relation to their associated supporting elements, and means for cyclically varying the blade pitch of said rotor units.

3. A helicopter comprising a fuselage, laterally disposed rotor supporting elements mounted on said fuselage and arranged symmetrically with respect to the fore-and-aft axis of said fuselage, a bladed lifting rotor unit supported on each of said elements, each of said units including a hub, means for displacing in a generally fore-and-aft direction said rotor supporting elements with respect to said fuselage, means operable independently of said last-named means for tilting said hubs with relation to their associated supporting elements, and means for cyclically and inversely varying the blade pitch of said rotor units.

4. A helicopter comprising a fuselage, laterally disposed rotor supporting elements mounted on said fuselage and arranged symmetrically with respect to the fore-and-aft axis of said fuselage, a bladed lifting rotor unit supported on each of said elements, each of said units including a hub, means for displacing in a generally fore-and-aft direction said rotor supporting elements with respect to said fuselage, means operable independently of said last-named means and mounted on said rotor supporting elements for tilting said hubs with relation to said fore-andaft axis of said fuselage, and means forcyclically varying the blade pitch of said rotor units.

5. A helicopter comprising a fuselage, laterally disposed rotor supporting elements mounted on said fuselage and arranged symmetricall with respect to the fore-and-aft axis of said fuselage, a bladed lifting rotor unit supported on each of said elements, each of said units including a hub, means for displacing in a generally fore-and-aft direction said rotor supporting elements with respect to said fuselage, means operably independently of said last-named means for inversely tilting said hubs with relation to their associated supporting elements, and means carried by said hubs for cyclically and selectively varying the blade pitch of said rotor units.

WILLIAM L. RASCHKE.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

